Automatic train-stopping mechanism.



w. BEUTEL. AUTOMATIC TRAIN STOPPING MECHANISM.

1,157,144. APPLICATION FILED DEC.28. 19H. 19, 2 MEETS-SHEET I.

IN VEN TOR.

9AM Me WITNESSES mumwmvmmnc.

W. BEUTEL.

AUTOMATIC mm SHIPPING micmmlsrb.

APPLICATION FILED DELZB. 1.9!-

1,157,144. Patented 0ct.19,1915.

2 SHEETS-SHEET 2.

51 I To amrrss 5e 52 53 i 70 BHRKES WITNESSES.- INVENTOR.

6 ATTOZZFRNEY WERNER BEUTEL .OF BBIDGEPORT. (JONIJ'EQTICUT, ASSIGNOR OF ONE-THIRD RANDALL I). I-IZXJJIEBEANT, 01E BRIDGEPOBT, CONNECTICUT.

AUTUMATIC TRAIN- STOPPING MECHANISM.

Specification of Letters Patent.

Patented Oct. 19, 1915.

Application. filed December 28, 1914. Serial No. tit 9,240.

Toall whom it may concern: v I

Be it known that I, W'ERNER BEUIEL, a subjectof the Emperor of Germany, residing at Bridgeport, county of Fairfield, State of Connecticut, have invented'an Improve ment in Automatic T rain-Stopping Mechanism, of which the following is a specification. I

This invention has for its object to pro v1de mechamsm for use on locomot1ves, which is adapted in cooperation with a plu-' rality of contact elements upon the road bed to stop a train automatically should the engineer fail to slow down at predetermined places or attempt to run past signals set against him. lVit-h this and other objects in View I have devised the novel automatic train stopping mechanism which I will now describe, referring to the accompanying drawings forming a part of-this specification and us-.

ing reference characters to indicate the several parts.

Figure 1 is a view partly in elevation and partly in section illustrating the construction and operation of my novel invention, the operative parts being at their normal position and aportion of the locomotive being indicated in dotted outline; Fig. 2 a detail sectional view of the stopping cylinder and cooperating parts. as seen from the left in Fig. 1: Fig. 3 a detail sectional view of the stopping cylinder valve: Fig. 4 a view on an enlarged scale partly in elevation and partly in section, corresponding with Fig. 1, but showing the parts in theemergency stopping position, the stopping cylinder valve and itsconnections being removed for clearness: Fig. 5 a detail view partly in elevation and partly in section showing the emergency brake valve in its normal position; Fig. 6 a siinilar view showing the position of the emergency brake valve after its first actuation. and Fig. 7 is a diagrammatic view illustrating cotiperating contact elements on the road bed and a signal.

I have illustrated my invention as applied to the straight air system of brake operating mechanism.

1O denotes thethrottle lever and 11 a rod,

pivoted thereto. which operates as usual to control the supply of steam to the engine cylinders. not show The throttle lever is adapted to be operated by means of compressed air from a tank 12. A pipe 13 leads from the tank to a chamber ll'in which a slide valye 2.5 operates to control the passage of air to throttle lever cylinder 16.

14 denotesa piston in said cylinder, i8

the piston rod and 19 a link having a rack and pawl connection with the-throttle lever. The sllde valve is provided with a port 20 extending through it longitudinally and a peripheral recess (1, and is carried by a rod extending through the chamber at both ends. A spring 22 at one end "of said rod acts normally to force the valve towardthe right, as shown in F iq. -l. The opposite end of the rod is pivotally connected to a resetting lever 23 shown as pivoted on a bracket 2%. Rod 21 carries a beveled disk 25 which is adapted to engage a shoulder 26 on a bell crank lever 27. A spring 28 'acts to retain the bell crank lever in its normal position. When-the piston and valvehave been placed in the position show-nin Fig. 4 by an emergency stop or slow-down, the engineer by operation of resetting lever 23, will movesaid parts to the position shown in Fig. 1. The bevel of the disk will engage an incline 29 on the bell crank lever and will swing said lever downward against the power of spring 28 until the diskhas been carried past the shoulder, when the spring will cause the shoulder to lock thedisk and valve rod in the position shown in Fig. 1 and in dotted lines in F ig. l.

The operation of the slide valve and piston in effecting anemergency operation of the throttle lever will presently be described.

In Figs. 1, 2 and 7 I have shown contact elements consisting of slides 30 adapted to be reciprocated in suitable housings 31 upon the road bed by means of connections32 which may or may not be operated in connectionwith a suitable signahas 33. which indicates a signal of the semaphore type. Upon bridge and curve approaches, fixedcontact elements may be used. .The contact elements when in the operative position are adapted to be engaged by a stopping rod Bl carried by a stopping piston 35 and procylinder has rigidly secured thereto arms 38 I and is pivoted to a bracket 39. so as to oscillate thereon. Air is supplied to the stop- .a pipe which a bracket A. spring ll bearing againstv the bracket and against a-collar on the rod normally acts to retain the cylinder in a vertical position, as in F 1g. 1. A chain l5 -connects rod 42 with bell crank lever 27.

Pipe a0 is provided with a stopping cylinder valve 46 having an arm 47 which isconnected by means of a link $8 to the throttle lever. This valve isa three way valve (see Fig. 3 in connectionwith Fig. 1). The plug 83 is provided with a hole through it which is adapted to aline .withpipe l0, and with a peripheral recess85 which in the po sition shown in' Fig. 3 is adapted to connect the stopping cylinder end of pipe l0 witlra pipe lilleading to the left end oii' throttle lever cylinder 16. A pipe 50 leads from pipe 13 to an engines ids brake valve 51,, a pipe leads from the lg'rake valve to an emergency brake valve. 53, a pipe leads iron'rpipe 50 to the emergency brake valve and apipe leads from the emergencvhrake 'alve to the brakes, not shown. i v

T he emergency brake valve is a three wav valve (seel igs. and 6). The plug 56 is "provide il with a hole 5? through it, which is adapted toQ-onnect pi 5-} with pipe 0:), and with a peri iheral rei s. 58 which in the position shovvnin Fig. 5 connects pipe with pipe This plug has rigidly secured thereto exterior-iv of the valve body, a ratchet 59 and an arm 60.

A spring'ol connected to arm 60 and to a bracket 62 "formed in- I tegral with orrigidlv secured to the valve hodv acts to norinallvhold the plug iii-the position shown in Fig. in which the air pressure of tlie tank passes through pipes 13 and 50 to engineers brake valve 51 which is normally closed. lVhen the engineer operates this valve. air passes through pipe 52 to emergency brake valve 53. whichis normallv in the position shown in Fig. 5 and thri'uigh recess 58 in plug 56 and pipe 55 to the brakes. r

denotes a hell crank lever and an ,arin, l tl1 adapted to oscillate roncentricallv slottedconnection its fulcrum on inn over one or ,ects resetting:-

element on the road hcd. in

'duces speed 'hv ope anon of thi- I lever. the effect will he to play valve to in iarein' the-"p051 on. shown in Fig.1, the resetting lever, chain 68, hell crank lower 63 and lever 67 will act toretain pawls and 70 out of engagement with ratchet .39. This-position of the pawls however is not shown in the drawings. Should the throttle lever be swung by the engineer to the closing position, not shown. piston 17 will not be moved, owing to the rack and pawl connection, but theplug of valve 6 will he swung by link 4:8,from a position in which the hole is alined with pipe l0 tothe position shown inFig. T hispermits air to pass from thestopping cylinder through pipe 49 to the left end of throttle lever c vlinder 16,

which is open to the atmosphere througha v .port 73 in the cvlinder. a peripheral recess T-l'in the slide alve and an exhaust port 75 in the cvlinder, and spring 37 will raise the stop )ing piston and stopping rod out of the operative position. .Yhen the engineer again moves the throttle. lever to the open position, as in Fig. l, the plug: of valve ll; will he again placed with the hole in alinement with pipe it) and air under tank, pressure will pass through pipes 13 and it), to the stopping cylinder and force the stopping piston and stopping rod to the operative position against the power of spring 37, as in Figs. 1 and 2. Should the emergency brake valve be operat d in the manner described, theslide valvewill hc moved from the position shown in llipg. l to that shown in Fig. 4. The effect wil he to cut oil the exhaustthrough port '73 and open an exhaust from the rigiht end of the cylinder through a port 72. peripheral recess Hand the exhaust port. Air under tank pressure will now pass. through pipe 1 the slide valve and port 73 to the left end of the. piston and will drive it to'the position shown in Fig. 4. Air from'thc left end ot the cvlis now held in alinement with pipe 40 (position not shown in the drawing) through the action of link i8 and the throttle lever. This permits air under tank pressure to pass through pipes U3 and lllto stopping cylinder 36, and hold piston -35 down against the power of sprin li and thus retain stopping-rod 34 a use a ontact the present 2nstai'ice a sl'ldeili). it in the stoppim A When the. engineer stops the tram or rethrottle oosition.

. through pipe 49 and cylinder 16, and spring 37 will raise the stopping piston and rod' out of operative position. Suppose now that contact elements are set against the train or it approaches a fixed contact ele-. ment and the engineer fails to operate the throttle lever.

down one of the links 41,1'0d 12 and chain 45, which will cause bell crank lever 27'to be oscillated against the, power of spring 28 and release disk 25 on valve rod-21 leaving spring 22 free to move slide valve 15 and the resetting lever from the position shown in with pipes 5i and 55 sothat full air pressure from the tank can act upon"th'eibrakesa i 1 to the position shown in Fig. 4. It

will be obvious .from Fig. 1 in connection with Fig. 7 that the operation will-be the same whether thelocomotive is going forward or backward. "Vhen the slide'valve is moved, as just described, air from the tank is cut off from port 72 and passes through the slide valve and port 73 to the left ot piston 17 and drives it from the position shown in Fig. 1 to that shown in Fig. l, and owing to the'rack'and pawl connection of link 19 with the throttle lever, moves the throttle lever toward the right (this position not being shown inthe drawing) and shuts oif steam from the locomotive cylinders, notshown. This movement of the throttle lever causeslink 48. to again place the plug of-valve46 in the position shown in Fig.3. The stopping piston and stopping rod cannot however be raised from the operative position by spring 37, for the reason that air under tank pressure will pass from the left end of throttlelever cylinder 16,

through pipe-49, valve 46' and pipe &0 to the stopping cylinder and will retain the stopping piston and stopping rod in the operative position, as in Figs. 1 and 2. In the present instance I have shown three contact elements, see Fig. 7, the first of which in connection with the stopping piston and rod and parts cooperating therewith operates the throttle lever to shut off. steam as descrlbed.

. and also through the operation of the slide v ';This will valve, resetting lever, chain 68, bell crank lever (53 and lever 67 acts to set pawls and 70 in engagement with the ratchet. The instant the stopping rod passes a contact element, spring est will .act to return rod 42, links 41 and the stopping cylinder to their norm ll position, asin Fig. 1. The engagement. of the stopping rod with the second contactele nent will again oscillate the stopping cylinder and draw down one of the linksl ll,irodlel2-and chain'lr'), as before. cause an idle oscillation of bell crank lever 27 and will oscilhitearm (3+. As

pawl 70 has already been' setiin engagement.

hen the stopping rod engages a contact element, the effect will bev to oscillate thestopping cylinder and drawis operated by my with the ratchet, the movement 0t arm I will cause the pawl to carry ratchet; 59 and] valve plug 56 forward against the powerif'f spring 61, pawl 65- sliding over the teeth of theratchet'and locking it against has wardmovement. The plug of the eiiie "gency brake valve is now in the posit on shown in Fig. 6, hole 54 in the plug'being partly in ali-nement with pipes 54 and so that air pressure from the tank can act through pipes 13, '50, 5i and 55 to start the operation of setting the brakes, but at a low 7 for, the contact elements) [the .eflecti'goi' which will be to throw the emergencybrake .pressure. An instant later the-stopping-rod 7 W111 engage a third contactelenient- (iseeiFig.

valve to the fully open position, that; isutof place hole 57 in the plug infull, alinenient upon thebrakes. Itshoul'd be noted that the emergency,-ope ration in stopping a train is wholly automatic, that is, independent of any act of the engineeiycand furthermore that. should the engineer stop the train or valve and permit the full air pressure to act" slow down in the usual manner bvoperatiou of the throttle lever and the or valve, the emergency mecl'n'r-nisi main wholly inoperative;

After each operation of ti mechanism the parts are agal operative position by swinging r ver 23 from the position showniiin: to that shown in Fig. 1. Thisinovei the resetting lever causes rod 21 to mo\ slide valve to the position shown in-F against .the power of spring 22. The. instant the slide valve is placed in the posi. tion shown in-Fig. L-air from they chamber will pass through port 7'? to ,the rightof piston 17 and will move said'piston toward the position shown in Fig. 1, zlll'lffl'tlll'i tllt left of the piston exhausting -[throligli port 73. In order to prevent the possihilitypf' accidental movement of the throttle lever toward its opening position under anvycircumstances, as when the resetting lever-is operated, I have provided a gravitycatclrim' on thethrottle lever which is aila jted "to.

ie'eris brake V engage a suitable keeper 7? whichniavIhe" afiXed part with an-ye ve.- or a U or? an L shaped fixed part. When the throttle lever 1 novel mechanism, as

already described,-.that is swung ovt ward the right trom the position she) Fig. l. the gravity catch will ,en age; keeper and lock the throttle love shutting off position from which it can be:

. moved onlywhen the gravity catch is intentionally lifted out of engagementwith the keeper. I have shown the gravity catch as adapted to be released by a handoperated connect1on78 on'the throttle lever. I In order to provide an accurate count of 'fllloperations of my 'novel mechanism,

whether through failure of the engineer to act-or from any. 'othercause, I provide a connter 79 of any suitable construction, the

shaft 80 of which is shown as actuatedfby:

means. of, a crank and link connection 81 with bell crank lever 27. This insuresthat each automatic stoppageof the train "will a be made a matter-40f record for the conside'riition of the managing officiaL a "lHaving thus described my invention 1 claimF-m -1. Ina mechanism'of -the character de--' scribed "the combination with a'throttle'-le ver, operating means therefon'an emergency v brake valve, an-oscillatable. stopping cylin- .der, stopping piston and stopping; rod, and

connections betiveen the stopping cylinder andlthe emergency brake valve'for opening I said valve by successive steps, of means for" supplying the .throttle lever operating 'means and the stoppingcylindei" with air under pressure, and connections bet-W-een'the throttle leveroperating means andthestopping cylinder, engagement of the stopping rod with aplura'lity" of contact elements,

causing oscillation of the stopping-cylinder and. actuation-- of the, throttle lever and emergency brake valve. v In a; mechanism ofthe character described, the combination with an oscillata; -.ble stopping cylinder, stopping piston and stopping rod, of a'throttlellever, an ;eme r-- gencybrake. valve, intermediate connections between the stopping 'cylinder and the emerogenc-y brake valve whereby oscillation of the cy inder will actuate said valve, and pressu e operated means controlled by said cylinder for actuating the throttle lever.

I s'cribedfthe' combination with an oscillatable '3'. In a mechanism of the character destopping'cylinder, a stopping piston and stopping-rod, a. plurality of contact elements adapted to be engaged bythe stop-1 ping rod and means for supplying air under;

stopping cylinder, stopping piston an I stopping rod, and means for supplying air 1 pressure "to, said cylin-dert'o retain the-fpiston and rod in; the engaging position, 0 an emergency brakef valve, operating means tl'ierefor and connections intermediate the- "stopping cylinder and said operating means for progressively actuating the emergency brake valve when ,thestopping cylinder is oscillatedby the contact-elements i. In a, mechanism of the character de-.

scribed, the combination with'an oscillatable undeapressure to said cylinder to retain the piston and rodinthe engaging position, I

an emergency brake valve, connections intermediate .said valve and the stopping;

cylinder, and aplurality of contact elements adapted. to be engaged by thejstopping rod,-' successive "engagements of the I stopping rod with contact elements partly openingand thenx'full'y opening said valve.

5. In a mechanism of the'character de- 7 scribed, the combination with an oscillate bl'estopping cylinder, sto oping-piston and stopping rod, andmeans ior supplying airunder pressure to" the cylinder to retain the vpiston andv rod'in the'engaging position, of a throttle leyer, anjemergency brake Y'illX'G," connections intermediate the stopping cylinder, and the throttle-lever and emergency brake-valve, and plurality 'of-contact ele- 'ments- "adapted to be engaged byathe stop-l ping rod,' i'vherebysuccessive engagements of the stopping rod with contact elements will actuate the throttle lever, partly open and then fully open the emergency brake val've,

-6. In alnechanism of the character -de scribed, the combination with an oscillatable stopping cylinder,- stopping piston and stopping rod,- and means-for supplying air'under pressure'to the'cylinder 'to retain the piston and rod inthe engagingposition, of an arm, a' link connecting thel'ast mentioned pawl with the bell crank 'le,ver-, alever to which the first mentionedpawl is'at'tached,"

connections with the last mentioned lever-q and the bell crank lever to normally retainthe'pawls out ty-engagement with the ratchet, said connections controlled the stopping cylinder, connection-s intermediate the oscillating-arm, and thestoppin'g'cylinder, apli'lrality. of contact elements adapted to be. engaged by the stopping 'rod and connecti'ons for air unde'r pressurevvith said. valve, whereby successive engagements of the stopping rod with contact elementswill first. set the pawls in engagement with theratchet and then cause the oscillating arm topar tly -open' and then'fully open the valve: 7. In a mechanism of the character described, the combination with anioscillatablel.

stopping cylinder, stopping piston and stopping rod, andmeans for supplying"air'under pressure to the cyllndertn retain the piston. "and .rod yin'the'engag1ng; -pos1t1on, of an emergency brakeyvalve,liaYing ratchet conv nectiohs, a .r esetting'leve'r having connec-i (1-.v tions with said valve-,"by wh-ich' saidivalve f maybe returned to its normal position after operation, connections intermediate the stopping VllllllUl' ainl the ratchet connections. antl a pluralitv of contact elements ailaptttl to. lie citg'agcil l v the stnpl-iing' l'otl \vltcrelivoscillation of the stopping c vlintler \vilt cause the emergent-v l l'tlhk valve to open with successive steps.

In a 'inech-anisin ot" thecharactertlescril 'cil. the coni ination with an oscillatahle stopping t'tlilltltl'. stopping piston antl stopping l'Utl. ttlltl means't'or snppl \ing air under pressure tothe c vlintler to retain the piston ainl l'tltl in the engaging po ition. of a throttle lever. pressure operatetl nieans 'controlletl lvv the c vlin lei' tot actuating the throttle 'lever. a resetting lever. an emergentv. hralv'e and rod in the engaging position. oi" a n en gineer's hrake valve. a three-\vavemergency brake valve. a passage for air leatling from the engineers hralce valve antl normally passing through the emergency hralte valve, and connections opei'at'etl h the :,-ioppin g evlintler for opening the emergent-v ralte valve and closing the passage therein from the engineer's hrake'valve.

I In a' mechanism of the character clescribetl. the coinhination with an oscillatahle stopping C VllIItlJ-I'. stopping piston and stopping l'Otl and means; for supplying air under pressure to the cylinder to retain the piston and rotlin the engaging position. of a throttle lever. an engineer's; brake valve. an emergency liralce valve. a passage for air leatling from. the engi-neens l ralte valve anil norn-iall passing through the emergency irake valve. tllttl connections operated hi the stopping C \lll1tlct tor actuating the throttle lever. opening the einergencv liralte. valve and closing the passage therein from the engineens l'tllv't valve. 7

1L In a mechanism of the character tlescTiSetl. the con ihination \vith ati oscillatahle stopping cvlintler. stopping piston and stopping l'titl antl means for supplving air under pressure to thecvliinler to retain the piston antl roil in the engaging position. of a throttle lever. a resetting level. an eiigineens ralte valve. an emergent-v hralte valve. 'a passage for air lcailing from the engineens hralie valve antl norniallv passing through the emergency l)l';ll\ valve. ronnections to the throttle lever itlt l the emergency H'ttlv'Q valve Ul)t l'ZltLkl hv the stopping cvlintler. anti eonneetions to the emergency h'alv'e valve o'peratetl by the resetting lever for returning the parts to their normal position.

1;. ln a' mechanism ot the character (lescrii etl. the conihination with an oscillatalile stopping cylinder. stopping piston'ainl stopping rot'l antl m ans l'or supplying air under pressure to the e vlimler to t'etain'the piston tllltl rotl in the engaging position. of a throttlelt\'tl'.,tlll, ett;'ineei"s liralte valve. an enter gene-v hralte valve.a passage. t'oair leatling from the engineens la'alv'e'valve' aial 1ior-' niallv passing through the emergency hr; he valve. :1 stopping c vli'ntler valve. a connection hetiveeir saitl valve ainl the throttle lever. \vherehv when the throttle lever is manually placeil in th. shutting-tilt position.

air to the stopping cylinder is shut oil. and

connectionsto the throttle lever ainl the emergency hralv'e valve operatetl v the stopping c vlintler. \vl'ierehv when the stopping cylinder is oscillatetl the throttle lever is actuatetl. theeniergencv hralte val've opened tllltl the passage therein from the'eiigineer's valve closetl.

13. In a mechanism of the character tlescrihetl. the eomhination. with an oscillata ile stopping cvlintler. stopping piston antl stopping rod and means for snp 'ilving air nniler pressure to the cvliniler to retain the piston and l'tltl in engaging position. of a throttle lever. ati emergencv hralte valve.

pressure operate l means controlletl h the stopping c vli'ntler for moving the throttle lever-to the shntting-o t position. eonnectionstrom the stopping cvlintler tldtlpt'.

Hi to open the eniergenev iriikevalve.

Zllltl a catch and keeper for loelv'ing the tlirot-,

tle lever in the shutting-ott position.

14. In a mechanism of the character descrihetl; the conihination with an oscillatahle stopping C Ylllltl'tl'. stopping piston antl' stopping rotl antl means for suppl ving air untler pressure to the cvlintler to retain the piston :ltltl l'Otl in the engaging positioii.'ot' a throttle level. an emergent-v ll'tllv't valve, pressure operatetl means controlletl hv .the stopping c vlintl.er tot-moving the throttle lever to the shutting-ott' position. connections t'roin the stopping cylinder tltltlptttl to open the' einergencv hr: lv't valve. a counter and connections aetuat-eil hv the stopping cvlintler each time ,the automatic stopping mechanism is operatetl.

1.). In a mechanism of the character tle-- serihetl. the continuation with an emergency il'tlh't valve. an oscillatahle'stopping cvlintler. strpping piston ainl stopping I'Utl and a' contact element. of air connections for norinallv retaining the stopping piston and rod in the engaging position. a spring actuatetl slitle valve tor controlling the air pressure. a spring for retracting said piston ttlltt l'()(l vvhen the pressure is relieved. con necti'ons with the stopping (.f YllltCltl forcontrolling the slitle valve and other air connections controlled hv the slitle valvet'or re-' taining the stopping piSton and rod iii-the his Ilev'er, for retain, U I

rod in the 6I1gflgl1lg'jp'OS1tlOI Sand for re leasingthe same,'a' spring for retract ng, said engaging position when the stopping cylinder has been oscillated by engagement of the stopping rod with a cbntact element.

16. In a mechanism of the character file-- scribed, the coi'nbination with a contact element, of an oscillatable stopping cylinder having a stopping piston and a rod adapted to engage the contact element, air connec' tions with the cylinder for retaining the stopping piston and rod in the engaging position, a spring for retracting the stopping piston and rod when the air pressure is removed, connections with the stoppingvcylinder for controlling the air pressure, and other air connections controlled by the stopping cylinder for retaining the stopping piston and rod in the engaging position when the stopping cylinder has been oscillated by engagementof the stopping rod with a contact element.

17..In a mechanism of the character described, the combination with a contact element, of an oscillatable stopping cylinder, a stopping piston and a rod adapted to engage the-contact element, air connections with the cylinder for retaining'the stopping piston and rod in the engaging position, means for retracting the stopping piston and rod, and other air connections controlled by the stopping cylinder for retaining the stopping piston and rod in the engaging position when said cylinder has been oscillated by engagement of the stopping rod with a contact element.

18, In a mechanism of the'character described, the combination with a contact element, of a throttle lever, a spring actuated slide valve for controlling. the operation of said lever, an oscillatable stopping rod adapted to engage the contact element,

means for holding the slide valve against movement, connections with the stopping rod to release the slide valve, air connections controlled by the throttle lever for retaining the stopping rod in the engaging position and for releasing the same, means for retracting said rod, and other air connections controlled by the slide valve for retaining said rod in the engaging position when said rod has been oscillated bv engagement with a Contact element. v

19. In a mechanism of the character described, the combination with a contact element, of a throttle lever, air connections for connections, an oscillatable stopping cylinder, a stopping piston, a stopping rod carried thereby and adapted to engage the contact element. onnec'tions intermediate the stopping'c n air connection contfilled by the throttle the stoppingpiston and nd the slide valve,

piston and rod, and other airs-connections 1 controlled by the slide valve for retaining the stopping piston and rod in theengagmg position when the stopping cylinder has been oscillated by engagement of the stopping rod with a contact element.

20. In a mechanisn'i of the character .described, the combination with if-{contact element, an oscillatable stopping cylinder, :1 stopping piston carrying a stopping-rod adapted to engage said element, a throttle lever and an emergency bralvevalve, of air connections with said'cylinder for retaining the stopping piston and rod in engaging position, air controlled means-for actuating the throttle lever, connections intermediate the stopping cylinder and the emergency brake valve, and connections with the stopstopping piston carrying a stopping rod adapted to engage said element, a throttle lever, an emergency brake valve, and connections intermediate the emergency brakevalve and the stopping cylinder, of air connections for normally retaining the stopping piston and rod in the engaging position, aspiang actuated slide valve for controlling'the throttle lever, means for retracting the piston and rod when the throttle lever is operated manually, connections-with the stopping cylinder for controlling the slide valve, and other-air connections controlled by the slide valve for retaining the stopping piston and rod in the engaging position when the stopping cylinder is oscillated by engagementof the rod with a contact element.

22. In a mechanism of the character described, the combination with a contact element, an oscillatable stopping'cylinder, a

stopping stopping piston carrying a stopping rod I adapted to engage said element, and a.-

throttle lever, of a throttle lever cylinder, a spring actuated slide valve, air connect ons controlled by the throttle lever "for normally retaining the stopping piston. and rod in the engaging position. means for retracting said piston and rod when the throttle lever is operated manually, connections with the stopping cylinder for controlling the slide valve, and other air-connections intermediate the throttle lever cylinder and the stopping cylinder for retaining the,'stopping piston and rod in the engaging position when the slide valve is operated by oscilla- 1 tion of the stopping cylinder.

23. In a mechanism of the character 'described, the combination with an emergency element, of athrottle lever, 21- throttle lever cylinder, a spring actuated slide "alve' controlling the pressure in said cylinder, air

connections controlled by the throttle lever for normally retaining the stopping piston and rod in the'engaging position, connections with the stopping cylinder for controlling the slide Valve, and other air connections intermediate the throttle lever cylinder and the stopping cylinder for retaining the stopping piston and rod in the "engaging position when the slide valve is operated by oscillation of the stopping cylinder.

In testimony whereof I aflix my signature in presence of two witnesses.

WERNER BEUTEL. Vitnesses:

' A. Mrwoos'rnn,

H. VLMEADE. 

